1i^, 


.■v 


v^, 


.o^,W 


■1? 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


%^ 


Aw 


I^c9 


A 


r/j 


1.0 


I.I 


■50    ■^™       IIII^H 

Ui  122    |2.2 

«*  ij^    mam 

^   U^    12.0 

lit 


I 

m 


! 

1.25  1  1.4   II  1.6 

«< 

6"     

► 

Hiotographic 

Sdences 
CorpOTation 


3J  WEST  MA)N  STRSn 

WEfti&rrxN.Y.  usio 

(7\6t  S724S03 


,^ 


K^^ 


io 


CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Instltut  Canadian  de  rtiicroreproductions  historiques 


O^ 


Technical  and  Bibliographic  Notes/Notes  tachniquas  at  bibliographiquas 


7na  Instituta  haa  attamptad  to  obtain  tha  bast 
original  copy  avaiiabia  for  filming.  Faaturas  of  thia 
copy  which  may  ba  bibliographically  uniqua. 
which  rhay  altar  any  of  tha  imagaa  in  tha 
reproduction,  or  which  may  significantly  change 
tha  usual  method  of  filming,  are  checked  below. 


D 


D 


D 


D 
D 


D 


D 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommagie 


Covers  restored  and/or  laminated/ 
Couverture  restaur^a  et/ou  pellicul6e 


I      I   Cover  title  missing/ 


Le  titre  de  couverture  manque 


I      I   Coloured  maps/ 


Cartes  giographiques  en  couleur 


Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encra  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


I      I   Coloured  plates  and/or  illustrations/ 


Planches  et/ou  illustrations  en  couleur 


Bound  with  other  material/ 
RaliA  avac  d'autras  documents 


Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  re  liure  serr^e  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intArieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certainas  pages  blanches  ajoutAes 
lore  d'une  restauration  apparaissant  dans  la  taxte, 
mais,  lorsqua  cela  Atait  possible,  ces  pages  n'ont 
pas  AtA  filmtes. 

Additional  commanta:/ 
Commentairas  supplAmantairas: 


Th 
to 


L'Instltut  a  microfilm^  le  meiileur  exemplaire 
qu'il  lui  a  AtA  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sonic  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduita,  ou  qui  peuvent  exiger  une 
modification  dans  la  mAthoda  normale  de  filmage 
sont  indiqute  ci-dessous. 


I      I   Coloured  pages/ 


D 


Pages  da  couleur 

Pages  damaged/ 
Pages  endommag6es 

Pages  restored  and/oi 

Pages  restaur^as  et/ou  peiliculies 

Pages  discoloured,  stained  or  foxei 
Pages  dAcolortes,  tachaties  ou  piquies 

Pages  detached/ 
Pages  d6tach6as 

Showthrough/ 
Transparence 

Quality  of  prir 

Qualiti  inAgala  de  I'impression 

Includes  supplementary  materii 
Comprend  du  mat6rial  suppMmentaire 

Only  edition  available/ 
Seule  Mition  disponible 


I — I  Pages  damaged/ 

I      I  Pages  restored  and/or  laminated/ 

r~p\  Pages  discoloured,  stained  or  foxed/ 

I      I  Pages  detached/ 

FT]  Showthrough/ 

I     I  Quality  of  print  varies/ 

I     I  Includes  supplementary  material/ 

nn  Only  edition  available/ 


Th 
po 
of 
fill 


Or 
be 
thi 
aic 
oti 
fin 
sifl 
or 


Th 
shi 
Til 
w» 

Ml 
dif 
•n 
be 
rig 
re( 
m« 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  ref limed  to 
ensure  the  best  possible  image/ 
Les  pages  totalamant  ou  partiellement 
obscurcies  par  un  feuillet  d'errata.  une  pelure, 
etc.,  ont  4tti  film^es  A  nouveau  de  fapon  A 
obtanir  la  mailleure  image  possible. 


This  item  is  filmed  at  tha  reduction  ratio  checked  below/ 

Ce  document  est  film*  au  taux  da  rMuction  indiquA  ci-dasaous. 


10X 

14X 

18X 

22X 

26X 

30X 

y 

H 

12X 


1W 


aox 


a4x 


28X 


32X 


riar 

e 
ge 


The  copy  filmed  here  hae  been  reproduced  thanka 
to  the  generoaity  of: 

Library  of  the  Public 
Archlvea  of  Canada 

The  imagea  appearing  here  are  the  beat  quality 
poaalble  conaldering  the  condition  end  legibility 
of  the  original  copy  and  in  iceeping  with  the 
filming  contract  specificationa. 


L'exemplaire  filmA  ^ut  reproduit  grice  A  la 
gAn^roaitA  da: 

La  bibliothdque  des  Archives 
publiques  du  Canada 

Las  imagea  auivantes  ont  6t6  reproduites  avac  le 
plus  grand  soin,  compte  tenu  de  la  condition  at 
de  la  nettetA  de  l'exemplaire  fiimt,  et  en 
conformity  avac  lea  conditions  du  contrat  de 
filmege. 


Original  copiea  in  printed  paper  covera  a'e  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  imprea- 
slon,  or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  prikited  or  illuatrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplaires  originaux  dont  la  couvorture  en 
papier  est  imprimte  sent  filmfo  en  commenpant 
par  le  premier  plat  et  en  terminaiit  soit  par  la 
darnlAre  page  qui  comporte  une  empreinte 
d'impreaaion  ou  d'iliustration,  soit  par  le  second 
plat,  salon  le  cas.  Tous  les  autres  exemplaires 
originaux  aont  filmfo  en  commenpant  par  la 
premiere  page  qui  comporte  une  empreinte 
d'impression  ou  d'iliustration  et  en  terminant  par 
la  dernlAre  page  qui  comporte  une  telle 
empreinte. 


The  iaat  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  -^  (meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


Un  des  symboiss  suivants  apparaltra  sur  la 
riarnlAre  imege  de  cheque  microfiche,  salon  le 
caa:  le  symbols  ~-^  signifie  "A  SUIVRE",  le 
symbols  y  signifie  "FIN". 


Maps,  platea,  charts,  etc.,  may  be  filmed  at 
different  reduction  retioa.  Thoae  too  large  to  be 
entirely  included  in  one  expoaure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  aa  many  framea  as 
required.  The  following  diagrama  illuatrata  the 
method: 


Lea  cartea,  planches,  tableaux,  etc.,  peuvent  Atre 
filmAa  A  dea  taux  de  r6duction  diff Arents. 
Lorsque  le  document  est  trop  grand  pour  Atre 
reproduit  en  un  aeul  clichA,  11  est  film*  A  partir 
de  Tangle  aupArieur  geuche,  de  gauche  A  droite, 
et  de  haut  en  bes,  en  prenant  le  nombre 
d'imagea  nAcesssire.  Les  diagrammes  suivants 
illustrent  la  mAthode. 


ita 


lure. 


2X 


1  2  3 


1 

2 

3 

4 

5 

6 

?;<*■■■■■■■ 


0|\ 


BA 


"■■r^trr-^tm^mw 


lA 


\ 


o(\ 


^ 


s 


M?    REPORT 


OJI   TIIR 


SURVEY    OF    THE 


BANGOR,   ORONO  AND  OLDTOWN 


RAIL-ROAD. 


WITH  REMARKS 


ADVANTAGES  AND  PROBABLE  REVENUE. 


BY 


A.  C.  MOUTON, 


CIVIL   ENCmEER. 


•  •    •         .  .'    • 

•  '  •     *  .    *    - 

f*  •./  ••*   ••• 


■1 


•  •■'>;  ' ' 


PORTLAND: 


HARMON   AND  WILLIAMS,    PRINTERS. 

1850. 


1 


^y/'  ^ 


iro 


•^mmmmmmm 


■■Ml 


Portland,  Fehruary  18,  1850. 

To  I.  Washburn,. Jr.,  Daniel  Whit^  and  N.  H.  Allen,  Esq's 
Commiltce  for  procuring  a  survey  of  the  Bangor,  Orono  and  Old- 
town  Rail  Road: 

Gentlemen: — A  careful  survey  has  been  made  of  the  route 
of  your  road,  under  my  direction,  and  I  have  now  the  honor  to 
submit  a  report  thereon,  together  with  maps,  profiles  and  esti- 
mates of  cost. 

The  topographical  features  of  that  part  of  the  Penobscot  valley 
embraced  in  this  survey,  are  marked  and  prominent,  presenting 
olevated  and  somewhat  irregular  table  grounds,  putting  out  from 
the  main  slopes  of  the  valley,  and  forming  bold  shores  for  much 
of  the  distance  on  each  side  of  the  river.  On  that  portion  of  the 
route  between  Orono  and  Oldtown,  these  table  lands  are  less  ele- 
vated and  the  slopes  of  the  banks  more  gentle.  Their  being  no 
alluvial  bottom  grounds,  the  river  is  confmed  to  the  main  channels 
except  in  very  extraordinary  freshets,  and  it  has  generally  a  di- 
rect south-westerly  course  except  at  one  point  where  it  deviates 
by  a  bold  and  circuitous  sweep.  The  average  fall  of  the  river 
from  Oldtown  to  the  head  of  tide  water,  is  9  feet  per  mile,  but 
this  fall  mostly  occurs  at  points  where  the  river  is  available  and 
already  extensively  used  for  manufacturing  purposes. 

The  prevailing  soil  of  that  part  of  the  route  between  Orouo 
and  Oldtown  is  sand  and  gravel,  an^  although  on  the  whole  route 
taken  together,  there  are  occasional  points  of  rock  and  clay,  yet 
a  soil  of  a  gravelly  loam  and  sandy  character  largely  predomi- 
nates. 

The  line  of  survey  commences  at  the  mouth  of  the  Kenduskcag 
river,  in  the  city  of  Bangor,  and  follows  the  banks  of  the  Penob- 
scot, with  few  exceptions,  the  whole  distance. 

Within  the  corporate  limits  of  the  city,  the  line  follows  near 
the  wharves  of  the  river,  passing  under  the  trestle  work  which 


r,Ziif>r* 


I  I 


forms  the  approach  to  the  Penobscot  bridge,  thence  continuing 
between  the  river  and  Washington  and  Hancock  streets,  it  con- 
ibrms  to  th.e  general  outHncs  of  tiic  shore  to  Newbury  street. — 
The  ground  I'or  the  whole  of  this  distance,  permits  the  grade  of 
the  road  to  be  so  arranged  as  will  best  accommodate  tiie  transfer 
of  freight  to  vessels  in  the  river,  and  at  the  same  time,  not  require 
any  cuttings  or  fillings  interfering  with  the  grade  of  the  streets, 
or  preventing  ii  favorable  approach  to  the  river  ai  any  point. 

Soon  after  passing  Newbury  street  the  line  encounters  a  ledge 
of  slate  rock,  which  presents  nearly  a  perpendicular  face  to  the 
river.  The  strata  of  this  rock  arc  in  nearly  a  vertical  position,  and 
it  apparently  contains  a  large  proportion  of  silcx,  giving  it  a  blue 
shade,  and  a  compact  character.  Tiii?  will  not  be  a  thorough  cut, 
consequently  the  quantity  to  be  excavated  and  the  labour  re([uir- 
ed  to  accomplish  it  will  be  malcrialiy  reduced. 

At  the  Rose  place,  there  is  another  ledge  requiring  an  increas- 
ed amount  of  this  excavation,  and  there  will  also  be  some  rock 
cutting  near  the  red  bridge. 

The  aj-ffrcjiate  amount  of  rock  excavation,  in  the  first  two 
miles,  is  about  14,000  cubic  yards,  and  this  comprises  the  largest 
item  of  expense  in  the  grading  of  this  distance. 

At  a  point  about  ha'f  a  mile  above  the  Rose  place,  the  river 
has  encroached  upon  the  west  bank,  which  is  of  a  light  gravelly 
character,  till  it  has  readied  the  travelled  road,  forming  a  deep 
indentation  in  the  shore.  At  the  Red  bridge  there  is  another 
indentation  of  less  extent,  formed  at  the  mouth  of  a  small  stream 
which  enters  the  river  at  that  place. 

To  pass  these  points  in  the  most  economical  manner  consist- 
ent with  a  reasonable  amount  of  curvature,  requires  that  the 
public  highway  should  be  crossed  twice.  This  may  appear 
highly  objectionaI)le,  yet  the  travel  will  be  so  much  reduced 
after  the  road  shall  have  been  built,  as  to  render  it  of  compara- 
tively little  importance  It  is  practicable  to  change  the  piblic 
road  to  keep  it  on  the  west  side  of  the  rail  road,  but  from  the 
rocky  and  irre<»-ular  character  of  the  ground,  this  would  be  ex- 
pensive, making  the  road  more  uneven  and  probably  throwing  it 
in  rear  of  some  of  the  buildings  ere.cted  near  the  present  road. 
No  provision  therefore  is  made  in  the  estimate  for  changing  the 
road  from  its  present  position, 


Vvam  tlic  Red  bridge,  two  lines  have  been  surveyed,  one 
followintT  the  circuitous  route  of  the  river,  and  the  other  a  more 
lircct  course  by  an  interior  route.  These  hues  unite  at  a  point 
near  the  Basin  Mills. 


INTERIOll  LINE. 

At  the  diverging  point,  this  line  leaves  the  river,  following  up 
the  valley  of  a  small  stream  to  its  source,  a  distance  of  about 
one  and  a  half  miies;  thence  by  a  deep  cut  it  crosses  to  the  val- 
ley of  another  small  stream,  which  it  follows  down  to  a  point  near 
the  Bangor  and  Orono  road,  a  short  distance  beyon<l  Noith  Ban- 
gor; thence  continuing  the  same  neucral  course  it  leaves  the  val- 
ley, crosses  the  road  and  the  high  ground  skirting  the  river,  by 
another  deep  cut,  and  attains  the  bank  of  the  river  which  it  fol- 
lows on  ground  nearly  iu  common  with  the  river  line,  to  the  point 
of  intersection  near  the  Basin  INlills. 

The  dividing  ridgo,  which  forms  the  summit  is  10(J  feet   above 
the  diverging  point  and  l-2!>  feet  above  the  river  at  the  Red  bridge. 
The  length  of  the  summit  cut  is  about  1,500  feet  and  its  great- 
est depth  is  47  feet. 

The  appearance  of  the  surface  of  the  ground  indicates  that  the 
material  in  the  cut  will  be  of  a  favorable  character,  but  in  a 
work  of  this  magnitude  it  is  diflicult  to  arrive  at  satisfactory  con- 
clusions as  to  the  nature  of  the  material,  without  boring  or  sink- 
ing test  pits.  Circumstances  did  not  permit  us  to  do  this  in  the 
present  survey;  but  before  making  a  final  location,  a  careful  e.\- 
amination  of  this  ridge  ^'nould  be  made. 

This  cut  contains  174,000  cubic  yards  of  earth,  which  will 
mostly  be  deposited  in  spoil  banks  near  each  extremity. 

The  cut  encountered  as  the  line  approaches  the  river,  has 
the  same  general  appearance  as  to  the  nature  of  the  earth.  Its 
length  is  1,(>00  feet,  the  greatest  depth  of  cutting  is  36  feet,  and  it 
contains  90,000  cubic  yards.  At  the  i»oint  where  the  line  cross- 
es the  road,  the  cutting  is  17  feet,  which  permits  the  public  high- 
way to  pass  over  the  rail  road  by  a  bridge. 

The  length  of  this  line  is  4.87  miles.  In  reaching  the  summit 
on  this  line,  a  grade  of  43.0  feet  per  mile  ascending  in  the  direc- 
tion of  Orono,  is  required,  and  in  the  opposite  direction  a  grade  of 


6 

lU  feet  per  mile.  Tiic  estimated  coist  oi'tlic  road  for  thiti  distance, 
making  such  allowances  for  unrorcsvcn  ditiiculties  as  the  magni- 
tude of  the  work  may  seem  to  require,  is,  when  complete  with  a 
single  track,  $141),'j87. 


IIIVER  LINK, 

This  line  is  located  along  the  bank  of  the  river,  encountering 
no  heavy  work  of  any  extent  until  it  reaches  Thompson's  Point. 
At  this  ])lacetlio  river  has  a  very  abrupt  bend,  and  tiie  ground 
embraced  in  this  detour  is  a  somewhat  elevated  table.  In  order 
to  ease  the  curvature  it  is  necessary  to  cross  this  table  r.  short 
distance  back  from  the  river,  and  in  doing  this,  a  cut  of  oonsider- 
able  magnitude  is  encountered. 

The  material  to  be  removed  is  apparently  of  a  favorable  char- 
acter and  will  be  deposited  on  the  bank  of  the  river  at  each  end 
ofthe  cut. 

This  cut  is  '2,000  feet  in  length, with  a  maximum  dcptli  of '^3  feet. 
It  is  estimated  to  contain  t^S.OUO  cubic  yards.  A  portion  of  this 
work  however  will  not  be  thorough  cutting. 

The  line  approaches  this  point  on  an  inclination  of '2">  feet  |)er 
mile,  and  the  minimum  radius  of  curvature  passing  it  is  i)').'>feet. 
This  radius  may  be  enlarged  to  I,MGfeet  without  materially  in- 
creasing the  expci.se. 

After  passing  this  place,  the  line  is  located  generally  over  favor- 
able ground,  to  Corporation  Mills,  a  distance  of  4  1-2  mil«  j  from 
Bangor. 

The  line  and  the  grade  are  so  arranged  as  to  permit  a  branch 
from  these  mills  to  unite  with  the  main  road  below  the  mills  in  a 
favorable  manner. 

The  next  point  where  heavy  work  is  encountered,  is  about  one 
mile  above  Corporation  Mills,whcre  a  large  amount  of  protection 
wall  is  required,  and  a  deep  side-hill  cut.  Thenco  the  line  fol- 
lows along  nearly  the  same  ground  as  the  interior  line,  to  the 
point  of  intersection. 

The  grades  of  this  line  are  either  level  or  descending  in  the 
direction  of  Bangor.  The  maximum  grade  is '25  feet  per  mile. 
The  length  of  this  line  is  5.70  miles.  Cost  of  grading  and  single 
track  on  this  route  ^154,208.  The  following  table  exhibits  the 
leading  features  of  these  lines. 


Klver  Line   liil'or  Miik    Ulfliireiicu 


l.i'll<{tll — lllilt'rt,       _       - 

Miiiiilx'i-  (if  Hiiiiiniilii,         ... 

M;i\iiiiiiiii  gi'iiilc — (vet  per  milt', 

l.ciiyili  (if    lid. — feet,      ... 

IM;i\imiim(,'n((l(' — aKiiiiiMt  ti'ado  of  Koad, 

I.('ii:{lli  (il  hiikIc — feel,     - 

Kisc  Mini  full — feel, 

Ciiiv.iliirc — ilt'strocf,         ... 

iMiMiimiin  Uailiii^  cmviitiiro — fcrt, 

C.'dMt  uf  (irailiiiL;,  Krnl^'iii!;  ami  track, 


0.83 

I 

18.U 

3,7fM) 
lU 

i8,:o(» 

7fi 
3%i 
191 

!li!  5,011 


I 


From  tho  above  it  appears  that  the  River  line  is  over  3-4  of  a 
mile  longer  than  tiic  Interior  line,  that  it  has  33t)  degrees  more 
curvature,  and  that  the  cost  exceeds  tliat  of  the  Interior  line  five 
thousand  and  eleven  dollars. 

The  grades  and  the  rise  and  fall,  however,  on  the  Interior 
line  are  much  more  unfavorable  than  on  the  River  lino. 

The  maximum  grade  of  tiic  Interior  line  is  43.0  feet  per  mile 
for  a  distance  of  nearly  one  and  a  half  miles,  while  that  of  the 
River  line  is  only  'J5  feet  per  mile  for  about  three  Iburths  of  a  mile. 
The  Interior  line  has  a  summit  to  overcome  which  requires  an 
ascending  grade  in  the  direction  of  Bangor,  of  10  feet  per  mile 
for  a  distance  of  nearly  3  1-3  miles. 

The  River  line  has  grades  either  level  or  descending  towards 
Baiifior  for  the  whole  distance. 

The  preponderance  of  the  tonnage  of  the  road  is  largely  in  that 
direction.  Your  road  will  be  a  heavy  freight  road,  lumber  being 
the  principal  article  of  transport,  all  of  which  will  be  downward 
freight. 

Adopting  the  Interior  route,  the  grade  of  10  feet  per  mile,  con- 
trols the  tonnage  of  all  the  trains  for  the  whole  road;  all  other 
j)ortions  of  the  road  are  either  level  or  descending  in  the  direction 
of  the  greatest  tonnage  An  Engine  with  20  tons  on  tho  Drivers, 
allowing  l-8th  of  the  insistant  weight  for  adhesion,  and  8  lbs  per 
ton  for  friction,  will  haul  up  this  grade,  a  grosa  load  of  447  tons. 
This,  therefore,  would  be  the  limit  ordinarily  with  such  an 
engine. 

Adopting  the  River  route,  which  conforms  nearly  as  it  regards 
gradients  to  all  other  portions  of  the  road, and  omitting  allowances 
for  curvature  in  both  cases,  the  same  Engine  under  the  same  cir- 
cumstances will  haul  a  gross  load  of  700  tons.    This  shows  the 


rllectof  grndos  on  the  economy  of  transporlntion.  Without 
going  into  tiie  dctnilH  of  thia  subject,  which  is  quite  unnecessary 
on  the  present  occasion,  1  will  only  further  remark  that  the  ques- 
tion will  l»o  mollified  by  the  nature  and  amount  of  traHic. 

If  the  trade  is  of  sucli  a  character  as  to  render  it  prol)ai)lc  tlint 
Engines  will  seldom  Ix  loaded  to  (he  full  extent  of  their  power, 
then  the  objection  t'^  this  grade  a|»plies  with  less  force;  but  if  on 
the  other  hand,  the  business  is  su(  h  as  to  retpiire  the  fre(|uent 
passage  of  trains  loaded  to  the  full  power  of  the  Engine,  then  it 
has  an  important  bearing  on  the  subject  of  transportation. 

Judfjihtj  from  the  character  and  amoinit  of  the  trade  to  bo  ac- 
commodatcd  by  your  road,  it  is  believed  that  Freight  Engines  will 
usually  be  taxed  to  near  their  full  power  in  the  downward  trains. 

The  primary  object  of  your  road,  is  to  accommodate  all  the  mills 
and  villages  along  the  river.  The  Interior  line  leaves  the  river 
below  and  strikes  it  above  the  Corporation  Mills,  and  its  position 
is  such  as  not  to  permit  the  construction  of  a  branch  connecting 
these  mills  and  the  road,  at  a  reasonable  expense,  or  with  such 
grades  and  curvature,  as  would  afford  suflicient  facilities  to  com- 
mand the  business.  The  (juestion  then  a.iscs  as  to  the  amount 
of  business  these  mills  will  furnish,  and  whether  it  will  be  of  suf- 
ficient importance  to  have  a  material  bearing  on  the  subject  of 
location  of  the  road. 

These  nulls  are  situated  at  a  point  below  difiicult  rafting  navi- 
gation, and  the  cost  and  risk  of  f-'rwarding  lumber  by  the  river 
is  less  than  from  other  mills  above. 

The  lumber  however  thus  forwarded  from  these  mills,  will  be 
subject  to  the  same  deterioration,  Irom  bcin^'-  put  into  the  water 
as  that  forwarded  from  other  mills.  The  value  of  the  business 
of  this  place,  so  far  as  it  has  a  bearing  upon  the  location  of  your 
road,  should  be  more  definitely  ascertained,  and  receive  all  prop- 
er consideration  before  finally  determining  on  the  route  you  will 
adopt.  The  River  line,  as  before  stated  passes  these  mills,  af- 
fording all  the  requisite  facilities  of  transportation. 

The  obstructions  which  may  be  expected  from  deep  snows 
will  doubtless  be  greater  on  the  Interior  than  on  the  River  route., 
on  account  of  the  position  of  the  line  and  the  greater  extent  of 
deep  cuttings.  The  cuttings  on  the  River  route  are  with  one 
exception  side-hill  cuts,  which  will  readily  permit  the  snow  to  be 
thrown  down  the  sloping  bank  of  iho  liver. 


: 


9 


\ 


As  to  tlio  repairs  of  tho  road,  tlio  {^rcntor  extent  of  lino  and 
llio  gf^fitcr  exposure  of  tlio  Kivcr  routo  \\\\\  make  the  annual 
expenditure  for  this  olijcct  greater  on  this,  tlinn  on  tlic  Interior 
loute.  In  coMiit'clion  uitli  lliis  subject  [  would  [\<^i\\n  (il).scrve,that 
the  estimates  have  been  made  without  that  th(>rou;;h  examination 
of  the  deep  cuts,  hy  test  pits,  whirli  is  necessary  to  a  more  full 
luiowledge  of  the  character  i)f  the  Wfuli.  A  careful  location  of 
tiic  line  and  exaniiiiaticui  ol'tiie  work  may  essentially  change  the 
cstiMiale  of  the  Iiitiri<U'  route.  Tiie  rharucter  of  the  work  on 
tiie  lii.er  route  is  moie  cleaily  indicated  in  the  slopes  of  the  bank 
of  the  river. 

The  above  are  the  principal  facts  developed  l)y  our  hasty  sur- 
vey, together  with  some  of  the  considerations  to  bo  kept  in  view 
heieaft(!r,  in  making  more  thorough  examinations  with  a  view  to 
the  dednitive  location  of  your  road. 

From  a  point  about  3-1  of  a  mile  below  tlio  Unsin  mills,  both 
lines  bear  more  westerly,  and  leaving  the  innnediate  bank  of  tho 
river,  follow  up  the  valley  of  a  small  stream  a  short  distance, 
thence  passing  a  dividing  ridge  they  strike  another  small  stream 
running  northerly,  and  Adlow  up  the  west  slope  of  the  valley  to 
the  point  of  intersection  near  the  Hasin  mills. 

The  work  upon  this  portion  of  the  route  is  light.  The  river 
line  is  level  from  Thompson's  j'oint  to  these  mills,  a  distance  of  4 
nules,  while  the  Interior  line  as  before  observed,  occupying 
siiirhtly  higher  ground  upon  the  slope,  descends  at  an  inclina- 
tion often  feet  per  mile,  'i'he  ground  here  permits  cither  line 
to  be  located  both  as  it  regards  alignment  and  grade,  so  as  to 
facilitate  a  connection  with  these  important  mills  by  a  branch 
track. 

From  these  mills  to  the  village  of  Orono,  tiio  distance  is  about 
one  mile.  In  passing  that  place  two  lines  have  been  surveyed, 
designated  Upper  and  Lower  lines. 

From  the  above  mentioned  mills  these  lines  follow  along  tho 
western  slope  of  the  valley,  nearly  on  the  same  ground  till  they 
reach  the  upper  end  of  the  Basin,  in  rear  of  the  village  where 
they  diveige,  the  upper  line  bearing  easterly  by  a  curve  uf  2805 
feet  radius  and  passing  through  the  upper  part  of  the,  village, 
crosses  Stillwater  river  above  the  mills.  The  Lower  line  bears 
still  more  easterly  by  a  curve  of  1,110  feet  radius,  crosses  a  dc- 

2 


10 

pression  nciii' the  Basin  and  passing  tliruugli  tlie  iouor  part  ot" 
the  vilhige,  cios.i-s  Stillwater  livrr  below  the  mills,  and  inter- 
sects the  upper  line  at  a  point  about  3-i   of  a  n\ile    beyond  tiie 


The  followiu";  ti»l)ular  statement  shows  the    characteristics   of 
these  lines. 


l.i'iijlli  (if  line — mill'.*, 
lM;i\imiiiii  (iriiilc — I'ict  per  mile, 

Ivii;:tli  iiI'diiKli I'cit, 

IMiisiniiiin  (ii';i(li'  ii'j;i\liist  tr;iclL'  ol'idiiil, 

Li'iimli  ii(  (iriidc — t'ccr, 

Iti.-^"  ;iii(l  Full— I'c't, 

Ciirvaliiri' — ilciiict  s 

Miiiiiiiiiiii  Itiiiiins  iirciirvaHirp,     - 

LcnUlIi  111'  '^|■|ls^  liriilu'iii;; — Irrt, 

C^)^t  (ircir.ulin^',  liriilniji:;  ami  'J"r;uls. 


I)il!(  ii'lii'c. 

02 

'J  2 
KID 

1<) 
(1110 

2!i 

7t 
,719 
520 

,o;{7 


1, 

«>, 

I   1 
I 

]>iV2 


From  an  inspection  of  the  above  table,  it  will  be  seen  that  the 
Lower  line  is  superior  to  the  upper  in  every  respect,  except  the 
cuivature.  The  diflcrcnce  in  curvatire  is  no  material  objection 
to  the  Lower  line.  It  acc-ommodates  the  business  of  f!ie  villa'rc 
and  the  nulls  on  lioth  sides  of  the  river  bctfei'  than  the  upper  line 
and  as  tiic  road  can  also  be  maintained  and  operated  at  lc;-s  ex- 
pense on  this  line,  its  adoption  is  reconunendcd. 

This  line  is  located  in  a  favoral)le  manner  to  permit  branches 
to  all  the  mills  in  Orono. 

In  passing  through  Orono  by  either  of  the  lines  surveyed  there 
will  be  a  cutting  of  '2't  feet  depth  rccpiired,  conscMjuenlly  all  the 
streets  excej)t  one,  will  be  carried  over  the  rail  load  by  bridges. 
Will  street  crossing  is  nearly  on  a  level  wiih  the  grade  of  the 
road  and  this  point  oilers  a  snitable  location  for  the  depot.  Alter 
])assingt!ie  point  of  intersection,  the  line  soon  reaches  the  banks 
of  the  I'enobscot, which  it  follows  the  whole  distance  to  Oldtown. 
The  soil  is  unifoi'inly  of  a  favorable  character,  and  the  work 
light.     The  grades  and  curvature  arc  also  easy. 


wl 


llcil    UK 


The  line  crosses  tlu;  river  road  several  ;ime> 
changed  so  as  to  avoid  a  number  of  these  cro.ssings.  Great 
Works  mills  are  pass: d  in  a  'avor;J)l(^  manner  for  the  construction 
of  a  brancli  to  accomodate  the  business  on  both  sides  of  the  river, 
should  it  be  thought  of  sullicicnt  importance  to  warrant    the    ex- 


u 


ponse.  West  Groat  Works  will  be  reached  at  comparatively 
tiinull  (wpciiso.  To  reach  East  Circat  Works  will  recjuire  about 
'•I'M  foi't  ol'bridixinjj;  and  a  considerable  amount  of  other  work. 

A  slioi  t  (liritance  above  this,  lower  Oldtown  mills  arc  passed, 
wliicli  may  also  be  leached  with  a  branch  at  moderate     expense. 

Near  tliis  place  tlie  lino  ruiniiiig  to  Milford  diverges,  crosses 
the  west  l)ranch  of  the  river  below  and  the  East  branch  above  the 
bridge.  Those  bridges  will  rcMpiirc  two  spans  each.  The  shore 
and  tiio.  bottom  ol'tlu-  river  where  the  piers  will  be  founded  will  be 
mostly  rock.  'I'hc  position  of  thi.^  line  is  such,  immediately  after 
crossing,  as  to  poniut  it  to  bo  continued  in  a  direct  course  up  the 
1  ivor  and  also  so  extended  as  to  accomodate  the  business  ofthe  vil- 
lage and  the  mills  on  that  side  ofthe  river. 

In  reaoiiing  the  wharf  at  Oldtown,  the  line  passes  through  the 
village;  without  causing  much  damage  to  buildings  or  property  and 
also  passes  near  t!ie  mills  on  that  side  of  the  river. 

The  total  distance  from  the  Kenduskoag  in  the  city  of  Bangor  to 
the  wharf  in  Oldtown  is  I3.75miles  and  to  thetcrminusin  JJilford 
about  the  same  distance. 

The  following  table  exhibits  the  grades  of  your  road. 


\(l.""(li'  1 

I.ciiu'th 

.\si-ciil 

Ui.-i-. 

'riilill  rl'li 

■  ' 

.- 

Cnidiv  1 

Mlilc. 

per  mill' 

Iri'I 

lllinvi'liilr 

I!i;  ■!  vriiis. 

1 

O.iJO 

l,.v..l 

-   .  . 

5.0 

I!;iiii.'ii|-, 

2 

\.S2 

.s.s 

Ki.O 

21.0 

llc.l  liiiilgn. 

3 

o.s:5 

IS 

t.O 

25.0 

4 

0.72 

2."i.0 

18.0 

■i:{.o 

'riioiiipsoii'.<  I'd'iiii. 

5 

0.!»<> 

I.cvrl 

Ili.O 

Niiilii  r..iiii;i)r  .jialiuii. 

(i 

:c.oi 

1.0 

li.O 

Ki.O 

n-.xAn  Mills. 

7 

O.S!> 

1!).0 

17.0 

(i:i.o 

OrniMi  \  ill;ia;i'. 

8 

1.15 

I.CV.-I 

,  .  - 

(iH.O 

SiiIUmiIit  Hivci-, 

fl 

l.()2 

10.5 

17.0 

so.o 

'il'Ci\t  Works. 

1(1 

0,70 

I,.x..| 

.  .  . 

SU.i) 

l.oHcr  ( )lill(i\vii. 

11 

O.Ht 

205 

7.0 

S7.0 

rill,           do. 

12 

0  .-.7 

Ili.O 

9.0 

!tll  0 

1   ppri-        do. 

l:! 

0.1!) 

Lrvil 

»(>0 

\'c;i/.i(''s  Wlimf. 

1::STIMATKS. 

The  estimates  are  made  for  a  road  of  the  most  permanent  and 
superior  ehai'acter. 

The  road-bed  to  be  for  a  single  track  l'>  feet  wide  on  embank- 
ments, and  2(»  feet  in  excavations.  It  is  placed  at  such  an 
elevation  as  to  be  out  ofthe  reach  of  tloods,  and  is  to  be  rendered 
secure  where  exposed  to  the  river,  b}  massive  protection  walls. 


\2 


The  grades  aio  sn  nrrangod  as  to  doscend  witli  the  prepon- 
derance of  the  Iradc,  which  is  an  important  and  vulnablc  i'eature, 
adding  materially  to  the  capacity  of  your  road  and  lessening  the 
expense  of  operating  it.  The  line  of  your  road  followa  ground  of 
a  peculiar  character,  !)citig,  for  much  uC  the  distance,  along  the 
slopes  of  high  hanks;  and  it  lias  hci  n  located  wilh  a  view  to  give 
the  road-hed  great  stiihility,  and  at  t!ic  same  tune  securo  tl 
advantages  resulting  I'romtlie  peculiar  arrangement  of  the  grades 


ic 


ah 


d  the 


ove  I'eterreu  to  AUhougli  tlus  luis  somewhat  increased  tlie 
expense  of  coni«truction  ahove  what  it  w.nild  he  with  unihilating 
grades,  yet  the  advantages  thus  outaincd  are  regarded  of  far 
greater  value  than  the  additional  cost. 

The  truss  bridging  to  be  of  liie  most  approved  form,  and  the 
masonry  of  a  substantia)  character. 

The  track  of  the  road  is  intended  to  be,  in  all  respects,  cipial 
to  any  in  New  England,  and  to  be  of  such  plan  as  may  hereafter 
be  deemed  best  to  accomplish  the  object  in  view.  Estimates  of 
two  descriptions  of  track  are  submitted,  one  for  a  cross  sleeper 
and  one  for  a  continuous  bearing  track. 

1st.  A  cross  sleeper  track  having  sleepers  7  inch  face  and 
thickness,  and  *  1-3  feet  long,  and  to  be  placed  at  such  distan- 
ces apart  as  to  re(|uire  H  sleepers  to  each  bar  of  lf<  feet  length, 
the  rail  being  supported  at  its  extremities  by  the  largest  sleepers, 
with  less  ir.terval  between  them  and  the  adjoining  sleepers  than 
for  others.  These  sleepers  to  be  laid  on  a  ballasting  of  clean 
gravel  and  well   consolidated. 

The  rail  to  weigh  not  less  than  fi.}  lbs.  per  yard,  or  about  100 
tons  to  the  mile,  and  to  be  secured  to  the  slee[)eis  by  spikes  and 
chains  of  approved  pattern.  Such  a  track  is  estimated  to  cost 
^G,514  per  mile. 

■2nd.  A  coiuinuons  hearing  track,  consisting  of  longitudinal 
sills  S  inches  thick,  I-J  inches  wide  and  not  less  than  18  Icet 
long,  supported  at  the  joints  by  blocks.'}  feet  Umg, ,',  inches  thick, 
and  of  the  same  width  as  the  sills.  The  sills  and  blocks  to  be 
secured  by  treenails,  and  thoroughly  embedded  in  gravel  and 
brought  to  a  firm  and  uniform  beariii'f. 

The  sills  to  be  connei;ted  tiansvei'sely  by  hacmelac  ties  7  feet 
long,  3  inches  thick  and  (i  inches  wide,  inserted  in  the  to[)  of  the 
sill  at  intervals  of  0  feet,  by  a  dovetail  joint  and  secured  by  keys 


I 


1.3 


on- 

rc, 

the 

dot" 

the 

;ivo 

the 

tlic 
ing 
ilir 


of  the  same  descrintioii  of  timber.  Tlic  surface  of  tlie  sills  and 
ties  to  be  on  the  same  plane,  unoii  wiiich  tiic  rail  lias  a  true  and 
even  bearing,  its  whole  l;3iif,t!i,  tmd  [^  C:i\xi\y  secured  with  chairs, 
centre  plates  and  spikes. 

'J'iio  rails  to  be  1^1  iect  long,  and  to  woiyh  G3  lbs  per  yard. 
The  estimated  cost  of  such  <i  track  i.s  $7,1'*:}  per  mile.  Differ- 
encc  in  lirst  cost,  in  favor  of  cross  slt'C[)cr  track,  '^\Vhii)  per  mile. 

The  cuntinuous  bearing  track  is  more  sale,  the  motiuu  casicx. 
and  the  wear  and  tear  of  machinery  and  rails  far  Ichs  than  on 
the  cross  sleeper  track.  A  rail  of  ()3  lbs  per  yard  on  a  con- 
tinuous bearing,  is  c(pral  in  stiffness  to  a  75  lbs.  rail  of  the  same 
pattern  on  across  sljeper  track,  and  tiiercfore  greater  elliciency 
and  durability  are  scoured  to  the  iron  and  the  machinery  of  the 
road  with  the  same  weight  of  rail. 

The  cross  slee|)er  track  is  embraced  in  the  general  estimate; 
but  if  a  continuovis  bearing  with  the  same  weight  of  rail  is 
adopted,  the  sum  of  '~,9,'?lo  should  be  added  to  the  estimate. 

Adopting  a  rail  of  ."lo  lbs,  per  yard  on  a  continuous  bearing, and 
the  cost  is  reduced  to  the  same  amount  as  that  of  a  cross  sleeper 
track  as  above  desciibed. 

The  amount  of  machinery  embraced  in  the  estimate,  is 
believed  to  be  sulbcient  to  connncnce  o|)crations  with,  yet  a 
large  business  would  reijuire  some  further  additions.  The  build- 
ings are  su|)posed  to  be  of  wood,  but  of  dunensions  which  will 
alford  extensive  accommodations. 

The  cost  of  land  and  damages  is  always  a  matter  of  much 
uncertainty,  but  the  sum  embraced  in  the  estimate  for  these 
items,  appears  to  be  liberal,  and  it  is  believed  to  be  sulficient  for 
tho  purpose. 

Summary  of  the  CokI  of  the  Road. 

Grading,  bridging,  Sic.  as  per  statement  A,  $234,300 

11.41  miles  of  main  and  side  track,  at  jji5,511,  R,        93,807 
Average  cost  of  grading  and  track  per  mile,  $23,600, 


Cars  and  engines,  as  per  statement  C, 
Station  buildings,  "         D, 

branches  to  accommodate  mills,  "         E, 
Turning  tallies. 
Land  and  damages, 

Tohil  cost  to  Oldtown, 


(57,000 
1H,500 
40,984 
5,000 
37,000 

$197,251 


n 

To  carry  tlx'  road  to  SlilJbrd  requires  a  further  ox- 

pciiditiire  of  4:1,(591 


Total  cost  10  Oldtowii  and  Milford,        i.vjl(),!)l-i 


BUSlNi'SS  OF  THE  ROAD. 

hi  ro?isidoriii^f  tlic  (luesliun  of  tlu;  aiiiomit  of  Itiisiiicrfs  wliit'Ii 
will  iiiitiiia!I}  be  dnnvn  to  vour  road,  it  is  |)i'0[)cr  that  we  not 
only  rcler  to  the  h)cal  tradt-  ah)ng  the  line  and  vicinity,  but  to  the 
position  which  it  will  occujjy  witii  rci'erencc  to  other  woiks,  its 
probal)lc  extension,  and  the  increase  of  business  which  will 
follow  llio  openinii  of  the  great  cen'ral  line  through  the  State. 

Your  road,  while  it  i)ossesses  the  advantages  of  the  ordinary 
business  of  rail  roads  to  an  amount  nearly  or  ([uite  equal  to  the 
most  liivorcd,  has  in  addition  to  this,  the  very  large  trade  which 
will  acciue  I'roni  the  niaiuifacture  of  lumber  along  its  line,  to  an 
extent  probal)ly  unequalled  within  the  same  limits,  in  the  United 
Stst(  s. 

Oldtown  is  at  the  foot  of  slack  water,  in  the  Penobscot,  and 
from  this  place  to  tide  water  at  Hangor,  there  is  a  fall  of  U"2  Coat, 
much  of  which  is  improved  loi'  the  manufacture  of  lumber. 

The  logs  are  tloatcd  down  the  i'enobscut  to  the  nulls  at  various 
points  within  tins  distance,  where  they  are  taken  from  the  river, 
tnanufaclured  into  lumber  to  be  again  returned  to  tiie  river  and 
rafted  to  Bangor. 

Proceeding  up  the  river,  the  first  point  reached  where  lumber 
is  manufactured,  is  the  Corporation  Mills,  at  North  Bangor,  u 
distance,  of  about  4  l-'2  miles  from  the  city  of  Bangor.  'J'hesc 
mills  contain  3  gangs  of  saws  and  i2:2  single  saws,  e(iual  in  cai)a- 
city  to  31  sini;le  saws  There  ore  also  1  stave,  1  door  and  sash, 
and  'J  lath  machines  These  mills  arc  capable  of  ainuially  manu- 
facturing '25  millions  of  feet  of  lumber,  7  nhllions  of  laths,  1  l-'2 
million  of  staves,  and  100,000  feet  door  stulf.  'Ihis  village  Qon- 
tains  four  stores  and  about  800  inhabitants. 

Basin  Mills  are  .^  miles  from  l?augor.     There  are  at  this  place 

2  gangs  of  saws  and  IG  single  saws,  ccpial  to  22  single  suws, 

3  lath,  1  clapboard,  and  2  shingle  machines.     The  capacity   of 


15 


these  mills  is  about  '20  millions  feet  of  lumlicr,'i  millions  shinglfs, 
()  millions  lutlia,  and  KH>,(HM)  clapboards. 

The  next  important  point  on  your  lino,  is  Orono  village,  which 
is  nearly  9  miles  from  Bangor.  The  Stillwater  millss  arc  situated 
hero  and  operate  7  gangs  of  saws  and  '>2  single  saws,  v(\m\\  in 
rapacity  to  73  single  saws.  Thcie  arc  also  'Zl  lath,  1  clapboard 
and  vl  heading  machines;  1  oar  and  1  barrel  manulactorios,  1 
sash,  blind  and  door  stulF  factory,  I  grist  mill,  2  machine  shops 
and  1  stave  factory. 

The  capacity  of  these  mills  and  machi.ies,  is  G"3  millions  feet  of 
lumber,  10  millions  laths,  2,-20(>,(HM)  clapboards,  Z  millions  -shin- 
gles, '>()(), 000  i.ickets,  2<^()00  barrels,  (iO,000  oars  and  10,000 
staves.  The  village  of  Orono  contains  1 1  stores,  JJ  public  liousi  s 
and  several  furniture,  carriage  makers  and  smith  shops.  The 
population  is  about  "ij^OCK 

At  East  and  \V' est  (ireat  Woiks,  tiiere  are  3  gangs  of  saws  and 
30  single  saws,  equal  to  3!l  single  saws,  9  lath,  "2  shingle,  3  clap- 
board machines  and  I  barrel  factory.  These  mills  can  manu- 
facture, annually,  3vl  millions  feet  of  lumber,  I'i  millions  of  lailis, 
3  millions  shingles,  3  millions  clapboards,  300,000  pickets  and 
10,000  barrels.     There  are  here  3  stores  and  dOO  inhabitants. 

At  Oldtown,  there  are  17  single  saws,  2  lath,  3  shingle, 
3  clapboard  and    1  turning    machines  ;    2  machine  shops   and 

1  gi'ist  mill.  This  machinery  is  capable  of  producing  17  millions 
feet  of  lumber,  3  millions  of  laths,  4  millions  clapboards,  and 
5  millions  shingles,  annually.  Oldtown  village  contains  18 
stores,  3  public  hojses  and  the  usual  number  of  shops,  Sic,  and 
about  '2, '200  iidiabitants. 

At  Milford,  there  are  17  single  saws,  3  lath,  'I  clapboard  and 

2  shingle  machines  and  1  grist  mill.  There  can  be  manufactured 
here,  17  millions  feet  of  lumber,  3  millions  laths,  4  millions  clap- 
boards and  5  millions  shingles.  There  are  here  7  stores  and  500 
inhabitants. 

The  above  comprises  all  the  mills  along  the  line  of  your  road, 
for  the  manufacture  of  \\  '.)er  and  other  |)roducts  of  the  forest. 
Jt  will  be  observed  that  these  mills,  with  a  iavorable  season,  can 
manufacture  an  aggregate  of  17G  millions  feet  of  lumber, 
11    millions   clapboarJ.s,    1,510,()0(»   staves,    .50  millions   laths, 


i 


10 

17  .nillions  shingles,  SOi),00()  iiickcts,  ;W,000  barrels  and  (iO.OOO 
oars. 

'J'lio  amount  actually  ])roduoccl  is  gpncrally  below  the  ho  a<;gro- 
jrates:  it  bcinu  regulated  ycnicwiiat  bv  ibc  iiiaikct,  the  r.und)Ci' 
of  lugs  got  out,  &.C.,  kc. 

TIk;  (iiieylion  arises  as  to  the  amount  ot'tbis  lumber  which  will 
be  lilvely  to  take  (lie  railroad  in  luelcrcnce  to  the  usual  mode  of 
reaciiing  the  market.  In  order  to  a  more  full  understanding  of 
the  subject,  it  becomes  necessa'v  to  consider  somewhat  in  detail 
the  present  mode  of  transportation,  the  diiiienllies  attending  it, 
nnd  the  cost  jesulting  not  only  fiom  the  charges  ior  rafting,  but 
losses  and  damages  sustained  from  various  causes. 

It  is  stated  by  persons  connected  with  t'lc  business  and  having 
every  facility  to  deteriuine,  with  much  accuracy,  the  extent  of 
this  trade,  that  the  annual  average  amount  of  lumber  which  was 
manufactured  on  the  i'enobscot  and  on  the  line  of  this  route, 
and  arrived  at  Bangor  during  the  years  ISUi,  '47  and  '48, 
was  not  less  than  laO  millions  of  I'eet.  Ovving  to  a  great 
depression  in  the  trade  and  an  unprecedented  drouth,  the  amount 
for  184!),  was  much  less  than  foi'  the  previous  three  years  :  but 
it  probably  has  ranged  for  a  term  of  years,  between  ViO  and  KJO 
millions  of  feet,  annually. 

For  our  present  purpose,  we  shall  be  suiUciently  near  the 
average  annual  amount  if  wc  assume  130  millions  of  feet;  and 
apportioning  this  ipiantity  to  tiic  dillerent  mills  according  lo  their 
capacity,  as  above  stated,  we  have  the  following  as  the  amount 
from  each  place: 

North  Bangor,  20,000,000  feet. 

Orono,  01,0()0,0(»0     " 

East  and  West  Great  Works,  ?,:{,0()0,()00     " 

Oldtown  and  iMilford,  iiG,0UO,000     " 

With  this  amount,  we  may  safely  suppose  that  two-thirds  would 
consist  of  the  first  and  second  qualities  of  lumber  ;  and  wc  may 
place  the  average  price  for  these  qualities,  at  $VZ  per  thousand 
feet. 

At  a  favorable  stage  of  the  water,  the  amount  of  lumber  in 
each  raft,  varies  Horn  "20  to  30,000  feet;  averaging,  probably, 
about  25,000  feet  each. 


17 

III  making  up  rafts,  it  is  necessary  to  have  1-2  snubbcrs  and 
1  s\vce})stakc'M,  as  tliey  arc  tonncil,  iii  order  to  bind  tbo  piuts 
well  together  lor  passing  tiic  dams,  lapids,  &<;. ;  these  cost  1  1-2 
cents  each,  etjual  to  -Jt  cents  lor  a  rait,  or  about  one  cent  per 
Hjousand  foet. 

In  pntting  (ogetlicr  a  raff,  mucli  himbcr  is  damaged  by  boring 
and  splitting.  The  amount  tiius  injured  is  esiimatcd  at  about 
bUO  I'oct,  or  c(iual  to  the  total  destruction  of  100  Icct  for  each 
raft,  whicii,  at  tlie  average  price  of  <,\-i  per  thousand,  amounts 
to  !;^il,^t',  or  I'.)  cents  per  thousand  on  the  lund)er  in  eiu-ii  raft. 

There  aio  h)sses  sustained  iVoni  the  destruction  of  the  wliole 
or  parts  oi'  ratts  in  passing  dams,  or  from  being  dashed  upon 
rocks  and  reel's.  Tiu're  are  IJl)  men  on  tlic  river,  wiio  devote 
tiieir  whohi  time  during  the  rafting  season,  to  picking  u])  the 
himber  tVom  broken  rafts  and  towing  it  aslioie.  This  is  disposed 
of  solely  for  liieir  own  benelit,  anti  doubtless  amounts  to  at  least 
^;i,l,.">0  per  day  for  each  man.  'J'liis  for  loO  (hiys,  gives  a  total 
lo.«s  during  tlie  raiting  season,  of  StJ.'J.jO,  which  is  erpml  to  over 
5  cents  per  thousand  on  IJJO  millions  feet,  llic  average  a- 
mount  assumed  for  each  season. 

The  a!)ove  are  items  about  wiiicli  there  can  be  little  or  no 
doubt,  and  may  be  determined  with  a  reasonable  degree  of  pre- 
cision. Tiieie  arc  other  losses  and  damages,  hnw(>v(;r,  whicii 
are  also  i)roperly  chargeable  to  the  transportation  of  lumber  by 
the  river  ;  but  these  are  not  so  easily  reduced  to  definiti; 
amounts,  and  therefore  they  will  be  considered  separately  and  in 
anotlicr  place. 

Collecting  those  items  together,  however,  to  whicii  wc  have 
nflixed  a  dellnite  value,  and  adding-  them  to  the  cost  of  rafting 
from  each  place,  we  have  the  following  statement  whicii  shows 
the  present  cost  of  transportation,  exclusive  of  the  other 
expenses  to  be  hereafter  considered. 


iri;',:s  o-  e^pensk. 

C'()r|iiirali('ii 
.Mill. 

Orciiui 

MilH. 

Grciit  WorVs 
Mills. 

Oliltcwii  mill 

?.iillc.nl  .Mills 

Kiiliiii;;   l.iiiiiljL'r, 
Injury  t'J     iIk- 
SmiiIiIm  r.s,  &('. 
Lnmlifi'  lor't, 

ir)c 
<) 

1-2 
2 

2ji; 

r.i 

1 
5 

;57  1-2 

ly 
1 

,5 

■t2(: 

ly 

1 

5 

TOriL.S. 

2«  1-2    1        .30         1      iii  J. 2 

C? 

18 

In  the  above  statement,  I  liavo  put  down  the  injury  to  lumber, 
and  lumber  lost  in  railing  from  Corj)oration  mills, at  about  one  half 
of  what  it  is  from  other  mills  above,  on  account  of  less  exposure. 

Applying  the  cost  per  thousand  for  each  place  as  above  detcr- 
niii  ""d,  to  the  total  amount  of  lumber  estimated  for  each,  and  the 
average  cost  of  transportion  is  Tji  cents  per  thousand  feet. 
Excluding  Corporation  mills  and  the  average  cost  from  Orono 
and  all  places  above,  is  50  cents  per  thousand  feet 

It  is  important,  however,  to  bear  in  mind,  that  this  does  not  by 
any  means,  show  the  actual  cost  of  transporting  lumber  on  tho 
river,  inasmuch  as  it  is  subject  to  other  charges  from  injury  and 
deterioration  The  above  losses  are  sustained  during  ordinarily 
good  rafting  navigation;  but  during  a  portion  of  each  year  (or  at 
least  four  seasons  out  of  five)  the  water  is  so  low  as  to  render 
railing  difhcult,  when  not  more  than  10,000  feet  can  be  run  in 
each  raft.  At  such  seasons  the  damage  from  being  worn, 
bruised,  split  and  broken,  is  materially  increased;  and  not  un- 
frctjucntly,  rafts  are  delayed  in  the  passage  from  the  mills  to 
Bangor,  one  or  two  weeks, — and  this  often  when  tiie  lumber  is 
greatly  wanted  in  the  market.  The  necessity,  during  low  water, 
of  running  only  about  half  the  usual  amount  of  lumber  in  each 
raft,  must  materially  increase  the  expense  of  railing  ;  and 
ahhougli,  with  the  present  arrangemtiit,  this  lalls  only  on  the 
raftsmen,  yet  the  owners  sull'cr  severely  in  the  delay  and 
increased  damages,  and  the  considerable'  sums  wiiich  must  fre- 
tjuently  be  paid  for  getting  rafts  olf  liom  rocks,  Js.c. 

This,  therefore,  and  the  large  amount  of  lumber  whicl.  arrives 
at  market  in  an  injured  state',  are  impoitant  items  of  expense. 
There  remains,  however,  still  another  item  to  be  added  to  the  cost 
of  transportation  by  the  river,  which  piol)ably  is  equal  to  all 
others,  if  we  exclude  the  exj)cnsc  simply  of  running  the  rafts. 
This  is  the  deterioration  of  lumber  from  being  put  into  the  water, 
by  which  it  is  discolored,  soiled  and  saturated,  and  the  market 
value  considerably  reduced. 

This  injury  is  principally  sustained  by  the  first  and  second 
qualities  of  lumber. 

We  will  not  attempt  to  determine,  definitely,  the  amount  of 
damage  for  each  of  the  items  above  enumerated. 


19 


Intelligent  dealers  in  lumber,  who,  from  long  experience,  arc 
l)est  capable  of  judging  of  this  (juestion,  estimate  the  damage  to 
the  bettor  qualities  of  lumber  from  being  water  soaked  and  soiled 
alone,  at  not  less  than  '»()  cents  per  thousand  feet. 

This  and  the  other  losses  from  detention  at  low  water,  from 
lumber  bruised,  split,  kc,  should  be  added  whatever  the  amount 
may  i>e,  to  tlie  footing  in  tiie  preceding  table  in  order  to  give  the 
actual  and  total  cost  of  transportation.  It  does  not  appear 
probable,  if  we  pay  due  regard  to  the  experience  and  opinion  of 
the  most  competent  judges,  that  the  amount  of  the  several  losses 
just  enumerated,  would  fall  short  of  ">(>  cents  per  thousand  feet. 

]>ut  to  guard  against  an  over  estimate  of  these  items,  we  will 
assume  the  loss  at  only  half  that  sum,  or  iio  cents  per  thousand 
for  the  first  and  second  qualities. 

If  this  be  correct,  then  the  actual  cost  of  transporting  this 
description  of  hunber  to  liangor,  in  rafts,  is  as  follows: 

Noith  T?angor,  ryl    cents  per  thousand, 

Orono,  7.'>        "       "         " 

East  and  West  Great  Works,  87}     "       "         " 

Oldtown  and  Milford,  \)-2        "       " 

Or  an  average  cost  of  77  cents  per  thousand. 

We  have  now  glanced  at  the  expense  and  diiriculties  attending 
the  transit  of  lumber  to  market  by  the  river;  aiul  it  remains  for 
us  to  consider  whetlier  tlic  construction  of  yoiu"  road  will  otler 
such  facilities  as  will  secure  to  it  this  valuable  branch  of  trade. 

The  line  of  your  road  is  so  located  as  to  allow  the  construc- 
tion of  branches  to  every  mill  on  the  river  within  these  limits; 
and  tliese  branches  may  ap[)roacli  tlieuj  in  a  favorable  manner 
for  tiic  reception  of  the  lumber  from  the  mills  immediately  on  to 
the  cars. 

A  knowledge  of  the  amount  of  lumber  which  is  required  :o  bo 
forwarded  to  market,  daily,  from  each  of  the  mills,  will  readily 
suggest  the  number  of  cars  which  should  be  left,  daily,  at  each 
place  to  be  loaded. 

The  labor  of  loading,  it  is  believed,  will  be  less  than  placing 
the  lumber  in  rafts,  and  the  work  will  be  of  a  more  simple 
character,  admitting  of  the  employment  of  a  different  and  more 
economical  clasi  of  laborers,  or  of  accomplishing  greater  results 
with  the  same  description  of  workmen. 


20 


The  manufacturers  ol"  luiiihor  having  tho  facilities  of  for- 
warding it  clean,  dry  and  iVcsh  from  (lie  mills,  with  the 
greatest  despatcii  and  leyiilarity,  will  ho  enahled  to  regulato 
their  husiness  to  suit  the  market,  or  the  cirenmstancca  in  which 
they  mny  he  placed,  li"  there  tshoidd  not  he  room  to  deposit 
liiiid)er  at  Haiigor,  or  from  the  ahsciice  of  vesi■^eL^  in  which  to 
ship  himher,  it  should  not  he  desirahh;  to  forward  it  iinmcdiately, 
then  it  may  ho  piled  convenient  to  (lie  hr.nnches  of  tho  several 
mills,  till  such  time  as  it  is  recjuired  to  he  lorwarded,  when  a 
larf^e  ipiantily  may  he  delivered  with  the  greatest  certainty  and 
despatch,  and  in  tho  most  perfect  order. 

With  the  same  class  of  freight  engines  as  are  now  used  on  the 
Atlantic  and  St.  liawreiice  Hail  Road,  'i'O^'HlO  loot  of  liimher 
may  he  transjiorted  from  Oldtown  to  Hangor,  on  one  train  in  one 
hour;  or  sto[)pin:>'  at  all  the  mills  and  atfacdiing  additional  cars, 
the  lime  ibr  the  same  amount  of  liimher  need  not  exceed 
two  hours. 

With  the  rc(piisife  siij)ply  of  cars,  and  no  delay  from  loading, 
three  round  trips  could  he  made  with  oin-  engine,  per  day,  trans- 
porting 5510,(100  I'eet  ol"  himher.  'J'liis,  perlia|)s,  in  ordinary 
practice,  could  not  he;  accomplished  every  day,  with  one  en^^inc; 
not,  however,  from  the  incapahility  of  the  eiii;iiie  to  perl'orm  the 
service,  hut  from  the  delay  at  each  terminus  and  the  way 
stations  in  tiie  chaiiijinff  and  distribution  of  (;ais,  t^c. 

With  a  full  .Mpiipmeiit  for  your  road,  and  sindi  accommoda- 
tions as  are  within  your  reach  at  Ban^^or  and  at  the  mills,  not 
the  least  diffi'Milty  need  he  apprehended  in  transporting,  annu- 
ally, as  large  an  amount  ol'  lumber  as  has  ever  been  manu- 
factured in  any  taie  year  by  all  the  mills  along  it.s  line 

The  capacity  of  your  road,  the  gi-ades  being  level  or  descend- 
ng  with  the  trade,  will  be  superior  to  any  single  track  road  in 
New  ICnglaiid. 

Extensive  accommodations  should  he  provided  for  the  busi- 
ness of  your  road  at  the  i^angor  tot  minus.  Wharves  should  he 
exteudi'il  r.p  tlie  liverfrom  llie  K'cndiiskrag  to  tlie  Penobscot 
bridge,  upon  which  tracks  should  be  laid;  and  along  which, 
vessels  may  lay  and  receive  their  cargoes  immediately  from  tho 
cars.  The  same  mode  of  disposing  of  tlie  lumber  may  be 
resorted  to  in  the  Kcnduskcag,  by  extending  a  track  along  the 


J 


(I 

Ol 

a 


f()i 

an 
Mt 
ol 


2\ 


\: 


wharves.  If  circumstances  should  render  if  nrlvisablo,  and  witli 
a  view  to  ijrjvc  more  extensive  acconunodatioii.s  lar  this  laisii-es.-j, 
whur\e9  shduld  be  arranged  ahovo  the  hridjj;e  !"(>i' the  trantder 
ol"  liuiiher  to  scows,  which,  when  h)adcd,  would  convoy  their 
hnnher  to  such  vesaeU  as  may  be  waitin;.;  far  it:;  rec'plion. 

W^ilh  (lie  [)ru]ier  machinery,  whole  car  load^  of  lunili  r  may 
ho  transferred  at  o:;ec  to  scov.s,  or  to  a  plaetj  of  tcniuDiury 
deposit,  the  whole  ()|)er;iti;:;i  occupying  but  a  few  minutes.  So 
also  it  may  be  arranged  to  run  cars  on  board  of  scows  at  Iiigh 
tide,  and  tluis  transfer  the  hnnber  directly  from   the  cars  to  the 

Th;!  ability  to  delivt  r  a  large  amount  of  luml)er  in  a  limited 
time  ami  with  the  greatest  certainty,  tiieie!)y  p»'iiiiittin;!j;  it  to  bo 
retained  at  tin;  mills  where  there  is  more  room  for  storng;',  till 
ready  to  bo  sliij)pc(!,  the  freedom  from  losses  or  in':i!"y.,  tli;'  j^rcat 
I'aeilities  which  ar(^  at  command  for  translcr:inj;-  lumlior  to 
vessels  or  other  places  of  deposit  in  Hangoi',  and  the  con;pleto 
control  given  to  dealers  over  their  business,  are  advantages, 
'vliicli,  with  a  projier  tarilf  of  charges  for  conveyance,  should 
insure  to  the  road  the  trnnsportatiuii  of  all  tho  best  (piality  of 
lumber,  and  a  large  portion  of  tin-  inli  ricr  <!e;-eji|;'.:f'n. 

Fi'om  the  preceding  statenuMit  relative  to  machinery  on  tho 
river,  it  will  be  observed  that  the  amount  of  small  luml;:.r  annu- 
ally manulactured  at  these  mills,  is  very  large.  'I'hi.-;  ;.-,  mc^jtly 
"fo!  ward(  (1  to  maiket  on  rafts,  and  frequently  being  doi^tiiiod  to 
dillercnt  vessels  or  places  from  tho  luml)er,  occasions  nmcli 
inconvenience. 

It  is  oft(  II  necressarily  moved  several  times  before  it  is  ll:ially 
disposed  of,  and  every  ehanae  is  of  course  attended  with  more 
or  less  expense.  'I'his  lumber  is  also  liable  to  losses  in  rafting, 
all  which  are  pfoj-er  charges  to  be  added  to  the  charge  of  trans- 
portation by  the  river.  It  therefore  would  appear  reasonable  to 
conclude,  that  nearly  or  rpiite  the  whole  of  this  lumber  would  be 
forwarded  to  market  by  your  road. 

In  connection  with  tiiis  subject  it  should  be  observed  that  there 
arc  a  number  oi"  mills  on  or  near  the  Penobscot  river,  above 
Milford,  whifdi  manufacture,  annually,  t'rom  li  tu  l  millions  feet 
of  lumber,  and  a  very  considerable  amount  of  shingles,  laths,  kc, 
is.c.     It  is  not  supposed  that  the  lumber  once  put  into  the  river 


22 


iibovt;  MiU'oiil,  would  Icinf  it  IxHi'it'  it  rL'a«;lics  n!iii<for.  All  of 
tiiosiiiiill  stiill',lii)wovfi',\vili  pi()!)iil)|y  take  llic  rail  road  at  Oldtowii 
and  Miiliiril.  It  id  ostitii.itcd  hy  one  ol'tlio  !)C8t  inl'ormed  dealers  in 
Lincoln,  that  tline  are  daily  MM, 01)0  shingles  passinj;;  that  place 
to  the  liaiijfor  .Market.  This  small  lumber  will  doubtless  ri-aeh 
the  iij)|ier  terminus  of  your  road  by  boats  and  raits  dnrinj.;  the 
season  of  navi<:iilion,  and  by  teams  at  all  times  ;  but  in  iiincli 
laryer  »iuar.tities  in  llu;  winter  season. 

Sliip  tiiiil>ci'  may  be  regarded  as  r  considerable  item  of  trade 
on  your  load.  TIk;  tonnage  of  vessels  annually  built  in  Maine, 
is  iicaily  double  that  ol'any  other  Slate,  oi'  alioiit  llA  per  cent,  ol" 
the  whole  tor.nage  built  in  the  United  States.  With  the  sujierior 
facilities  which  .Maine  jiossesses,  in  her  extended  coast,  her  nu- 
merous harbors  and  riveis,  and  the  skill  and  enteiprise  of  her 
citizens,  siie  will  nuiiiilain  hvv  asren<lancv  in  this  branch  of  busi- 
ness, over  all  other  huge  ship-building  States.  The  rapid  in- 
crease <jf  this  business  will  create  a  demand  ibr  shi|)  tiudier,  and 
doubtless  all  rail  road  coninmnications  with  the  interior  will  re- 
ceive largo  accessions  to  their  toiuiage  from  this  article. 

Railroad  sleepers,  fence  posts,  iirewood,  bark,  Sec,  in  largo 
quantities,  will  tind  their  way  to  market  over  your  road.  JMany 
articles  whicli  are  now  comi)aratively  shut  out  of  the  market  on 
accoimt  of  the  cost  of  transportation,  would,  on  the  ojjening  of 
your  road,  become  of  value  in  the  market;  and  in  amount,  bo 
vastly  increased. 

Few,  if  any,  sugar  boxes  are  now  made  in  this  vicinity:  but 
with  pro|)er  facilities  for  reaching  market,  this  doubtless  wduld 
become  a  large  business.  The  same  thing  may  be  said  of 
barrels,  heading,  shocks,  hoop  polos,  hoops,  and  an  ulmost 
endless  variety  of  the  productions  of  the  forest. 

With  a  superior  railroad,  terminating  at  one  end  on  navigable 
water  at  Oldtown  and  at  the  other  on  the  wharves  of  l?ango  , 
whereby  all  descriptions  of  freight  may  be  taken  directly  to 
vessels,  or  to  that  part  of  the  city  which  will  wholly  or  in  part, 
relieve  it  of  charges  for  truckage,  this  business  must  be  vastly 
increased.  All  the  above-mentioned  articles  would  be  brought 
down  the  river  from  remote  towns,  in  large  quantities,  in  boats 
and  rafts  to  Oldtown,  and  by  teams  from  the  several  townships 
in  the  vicinity  of  the  terminus,  as  well  as  others  not  in  tho 
proximity  of  the  river  or  t!io  railroad. 


f, 


I 


I 


th 

ll< 


J( 
ba 

ot 
ell 
of 
ani 


va 


2;} 


From  llic  preceding  statement  relative  to  the  downward  trndo 
of  your  roud,  we  may  witli  some  further  reference  to  the  nature 
of  that  trade  and  the  statistics  of  tiic  country,  fortn  n  jnst  conclu- 
sion ns  to  the  jtrohable  amount  of  the  upward  trade.  This 
tonnage  will  he  mostly  mcrchandi/o  for  the  supply  of  a  large 
extent  of  country  to  the  North  and  East,  and  the  provision, 
I'orage,  cSc,  for  the  lund)er  camps. 

On  the  approach  of  the  winter  season,  large  numbers  of  men 
resort  to  this  district  from  all  parts  of  tlio  State  and  from  the 
Provinces,  with  a  view  to  get  employment  for  the  winter  in 
cutting  and  hauling  logs. 

If  is  estimated  hy  good  judges,  that  there  arc  annually  em- 
ployed 3,0l)()  horses  and  oxen,  and  1,500  men,  in  this  business. 

In  the  several  towns  above  Milford,  in  Penobscot  County,  and 
also  tliose  in  portituisof  Washington,  Hancock  and  Piscata(iuis, 
together  with  Aroostook  County,  there  arc  probably  '28,0110 
inhabitants.  In  the  villages  along  the  line  of  your  road,  includ- 
ing North  l?aiigor,  there  is  probably  a  population  of  not  less  than 
niKIO,  which,  added  to  the  above,  gives  a  total  of  lU.OOO 
inhabitants  who  will  receive  their  supplies  frouj  Bangor,  and 
who  will  contribute  to  the  business  of  your  road. 

According  to  the  estimate  of  intelligent  dealers  in  produce, 
there  arc  annually  sold  in  the  city  of  Hangor,  1()U,000  barrels  of 
(lour,  ;]r)(),000  bushels  of  corn,  and  10,000  barrels  of  pork  and 
beef;  and  that  there  arc  annually  sent  up  the  Penobscot  valley, 
and  consiuned  by  lumbermen  and  their  teams,  and  by  the 
inhabitants  of  the  ilistricts  above  mentioned,  aiul  the  upper  St. 
John,  r>(),000  barrels  of  Hour,  '^.',0,000  bushels  of  corn  and  (JOOO 
barrels  of  pork,  »s.c.  In  addition  to  these  supplies,  there  <irc 
other  descriptions  of  provisions  reipiired,  such  as  beans,  butter, 
cheese,  lard,  lish,  dried  apples,  Sic.  Also,  other  heavy  articles 
of  freight,  such  as  large  castings,  cranks,  wheels,  stoves,  honov/ 
and  hard  ware,  oil,  molasses,  tea,  coH'ee,  sugar,  tobacco,  salt, 

&.C.,  &.C. 

In  the  section  of  country  now  under  consideration,  there  arc 
over  100  stores,  from  which  some  idea  may  be  formed  of  the 
amount  of  merchandize  annually  passing  up  the  Penobscot 
vallev. 


'i 


i| 


21. 

In  vi.w  of  M,c  present  amount  of  business,  and  the  impetus 
tnat  wii:  ::o  given  to  every  I>ranc:.  c-  inch.stry  on  the  .penmg  ol 
a  ncvv  channel  of  cananunieatiun  in  this  direction,  U  .s  hcheved 
that  ue  can,  with  safety,  phice  the  amount  of  this  freight  at 
'^.),UUO  tons,  annually. 


TASSENOER  BUSINESS. 


•„  .   '•>..  n«  fn   eon-^iJ-^r  t'.;o  "roi)iii)lc  amount  and 
It   I'ow  icma'.ns   >ov  n?>   lo   oiimu-.  , 

value  of  lliis  business  to  your  roaii , 

It  vill  leadil V  be  seen  fro:ii  th-^  bu-c  amount  of  mar-'factunng 
on  ynui'  Une  and  ihc  dcn<e  population  in  its  immediate  vicnnty, 
that  the  amount  of  tv;n  el  will  be  very  large. 

The   populalion  of  llangov  is  probably  at   the  present  t.me, 
about   l.^,0(H),   to  which   add  that  of  Orono,  Bindley,  Oldtown 
:^Iihbvd    and    l>rewev,    and     I^ddin^ion    opposite    Hanp.r.ai.d 
Orouo,  respective!),   and  we  luue  a  total  of -io/VlO   nd.alntants 
on  and  near  your  line.     It  is  not,  however,  tins  popuhmon  alouo 
to    which   vou   u,aylook    lor  .uppo,.,   but   to   tnat    =>l-'>'     ''« 
country  above  Mdtord,  whose   business   relations  are  altogethei 
with    ku.vor,   or    in    tiuU    direction.     This,    as    belbre    slated, 
an^ounts  to  -.,ObO,   givn.g  a  total  of  ;^:U>b»  inhabhants,   who 
iV.m  the  nature  of  their  pursuits  an<l  habus  ol   mteicourse,  wdl 
contribute  to  the  passenger  business  of  your  road  m  a  la.  greater 
j:,oportion,  .ban   is  u>ual    for  a  HUe   population   under  ordn.ary 
circu;nstances  on  otiior  roads.  _ 

Worn  the  city  of  Bangor  to  North  Hungor,  a  distance  ol  I 
mil^,,  tiicre  are  stages  runn.ng  twice  daily  for  7  months  ot  the 
Ycar.  From  15angor  to  Urono,  stages  run  twice  daily  b>r  tuc 
;.-me  .>o;linn  of  the  ^ear.  Also  to  Toper  Stillwater  ior  '.  i.KU.ths 
in  th/year;   ouc  half  of  this  tune  twice  daily-for  the  remamder, 

"'TVokitown  and  Milford,  tl.ere  is  usually  u  daily  stage.  Tliere 
i^  also  a  dailv  line  f  om  Mattawamkeag  to  Bangor,  called  the 
IJoulton  line.  In  addition  to  the  passengers  conveyed  by 
sta-rcs.  there  is  probably  a  stil!  greater  number  daily  passing 
upland  down  the  road  by  other  conveyances.  'J'hc  coni,tant 
intercourse  between  tlie  numerous  mills  and  the  vity,  and  the 


I 


25 


great  ninuber  of  persons  connected  with  tlic  lumber  trade,  and 
other  branches  of  business  in  the  interior,  who  are  constantly 
pussin-  nnd  r«!passing,  are  lacts  which  warrant  the  conclusion 
that  vu.ur  road  will  socnro  a  larfj;e  passen-er  business.  The 
suvin's  in  time  eilcrU'd  by  the  rapid  transit  of  railroad  convey- 
ance "is  an  important  consideration,  and  at  a  fair  valuation, 
would  be  e.pn.l,  for  each  passenger,  to  half  the  amount  ot  his 
fare;   while  to  a  largo  portion,  it  would  be  double  that  amount. 

in  view  of  the  present  amount  of  travel  and  a  reasonable 
increase  which  would  immediately  follow  the  opening  of  your 
line,  there  appears  to  be  no  doubt  that  the  number  of  passen- 
gers transported  on  your  road,  will  ecpial  ^t),()00  annually. 

With  the  foregoing  data,  we  proceed  to  submit  an  estimate  ot 
the  probable  revenue  of  your  road,  when  it  shall  be  in  full  and 
successful  operation,  and  its  business  connections  completed. 

KSriMATllD  INCOME. 


70,U(tO,()i)0  feet  Taiml)er,  including 

I5o.\es,  Heading,  S-c. 
rO,0(lO,()i!()  Shingles, 
17,r)0l),(»()(>  Clapboards,  Pickets 

and  Staves, 
5n.O00,(KH)  Laths, 
30,000  Barrels, 

8,000  Ship's  Knees, 
100,000  Kail  Road  Sleepers, 
AO.OOO  Fence  I'osts, 
iiO.OOO  Tons  of  other  freight, 
80,000  Passengers, 
Mails. 

Deduct  tor  expenses,  GO  por  cent.. 


at  r)')C    pr.  M. 
"    1-2^0.  "    " 

"  5r)c.     "    " 
"    10c.    "    " 
"      ;3c.    each. 
"  'i-n;.       " 
•'      ;Jc.       " 
"      -^c.       " 

"    1,15c. 

"  35c. 


$38,500 
U,250 

*),G''25 

5,000 

900 

'2.000 

3,000 

1,000 

'23,000 

•28,000 

7-25 

$118,000 
71,000 


$47,000 


Net  rev'  nue, 

This  is  (Mjual  to  nearly  0  per  cent  on  the  loial  cost,  as  now 
returned. 

In  the  above  estimate  we  have  allowed  l\.r  the  transportation 
of  7O,000,0tM)  feet  of  l-miber,  at  the  low  average  rate  of  55  ccnti 
per  thoi'sand  feet. 

4 


'20 

This  is  less  tliati  oiif  Imll'or  llic  niiiount  ..nuiially  maiiufacltir- 
cil  lor  several  years  iii  sucecssioii 

VVitli  tliis  low  rate  and  the  sii|)erior  facilities  nllbrded  t'ortrana- 
jiortation,  your  road  ought  to  coiiiiiiaiid  a  still  {greater  amount  ot 
this  trade. 

The  amount  olchijilxiards.  staves,  tte.  in  the  estimate,  is  sup- 
jiused  to  ineltidf  nut  only  those  inannt'actnred  on  the  line  of  your 
load  l)ut  tliosc  also  that  will  he  hrought  from  Lincoln  and  all  other 
placi's  above  Oidlown 

'i'hc  (it her  articles  emhiaced  in  the  estimate,  are  about  the 
aiiioMMts  now  |ii(i(liie('d,  or  such  as  a  moderate  increase  would 
;^ive. 

Tile  expenses  of  roads  generally,  in  New  .l''iigland,  are  about 
")(>  per  cent  nt'tlieir  receipts,  but  as  short  roads  are  usually  oper- 
ated at  greater  proportional  expense  than  Inng  ones.  I  have  de- 
ductid  iiO  pi'r  cent  of  tlie  estimated  gross  income  ol'  your  road 
for  tile  expenses. 

In  other  res|iects,  it  can  be  operated  as  cheap  or  cheaper 
tlian  ro.ids  sieiierally,  and  possibly  the  expenses  may  be  reduced 
Id  .")()  per  cent  oi'the  income. 

No  one  acipiainted  with  the  losses  and  ditficulties  attending  the 
convevance  eihiniber  to  market  by  the  river,  will  donl)t  that  a 
largi'  auioiuit  of  the  best  quality  would  go  on  the  road,  even  at  a 
greati\  increased  price  from  that  altove  stated.  Tiio  most  skep- 
tii-al  Will,  I  l)elie\e,  admit  that  at  T'*  cents  per  thousand  I'eet, 
tiiere  v.ould  lie  not  li->ss  than  ;}.">  millions  of  (eet  of  lnml)(;r  pass 
liver  yoiu  road  annually.  So  also,  it  is  believed,  that  anyone 
acquainted  wiiii  the  i- Muense  amount  of  travel  on  this  route, must 
admit  that  there  will  be  not  less  than   ;;^), ()!)!)   passengers  trans- 


po 


•ted 


;i;!!iuali\' 


'i"o  taki'  tue  most  unl'avorable  \iew  of  the  case,  suppose  the 

i 


in- 


cuiue  Iruui  luiiiuer  to  lie  only  lor  tiie  iimount  and  at  the  price 
above  stated:  that  the  fare  tor  passengers  is  reduced  to  30  cents 
e.icii,  and  tin.    uiniial  net  revenue  will  then  be  Sld.'OU,  or  over 


[Iff  c(  111  1)11  the  e,-;tiiiiated  cost, 
!;i  uhalivcr  h^li    <he  preceding  eslimato  of 


income  nun 


ie  rc- 


1 


gar(led,iio  nnr  nfier  pii)|ii'v  invest i:ralion  of  the  .^uiiject .  can  doubt 


27 


the  importance  of  your  enterprise,  or  the  great   induccrneiiN   it 
holds  out  I'or  safe  and  prolitahU;  investment  orca|>ital. 

It  nuiy  be  proper  in  this  connection,  to  stale  tiiat  the  estimate 
of  the  amount  of  lumber  tiansported,  is  l)ased  on  the  present 
fdiaracter  of  the  trade,  and  tliat  an  increase  of  capital  and  inanu- 
t'acturing  facilities  may  materially  change  the  character  of  a  large 
portion  of  the  hnnber  transported,  giving  it  a  greater  vabie  at 
home,  and  justifying  an  incrci.'se  in  tlie  rates  oftreiuht.  If  the 
work  recpiired  to  prepare  junfner  for  building  was  performed  at 
or  near  the  mills,  where  it  is  now  manufactured,  a  matcrinl  ben- 
efit would  be  realized  by  the  cduunuiiity  whose  iahdi-  is  th'.fs  em- 
ployt  d 

The  preparing  ami  fitting  bnuber  for  buildings,  gives  employ- 
ment to  a  large  population  ni  every  great  city.  A  portion  of  lliis 
labor  ciuild  be  more  economically  done  wiicrc.'  the  luiiiiier  is  pro- 
duced, with  the  aid  of  machinery  now  in  conunon  use.  ]5v  in- 
-oducing  these  improvements  in  your  business,  and  byexpoiting 
^our  lumber  in  that  form  in  which  it  shall  ba\e  readied  its  hiizh- 
est  value,  you  may  gradually  change  the  character  of"  the  busi- 
ness, and  add  to  the  population  and  wealth  of'your  own  Slate. 

The  inunense  water  power  oftiie  J'enobscot,  will  for  all  time  to 
come,  furnish  a  nevei- failing  source  of  business  for  youi'  load, 
whatever  may  be  the  extent  of  the  lumber  trade.  At  various 
points  on  the  line  of  your  road,  a  large  ainounl  of  w  atei-powi  i 
remains  uiH)C(mpie(l,  but  which  will  doubtle.-s  soon  i.c  bionght 
into  use.  'I'liat  at  I'asin  mills  near  Ori^no,  at  the  Kose  place, 
Corporation  mills,  and  atOIdti.wn  are  higiily  valuable.  At  tlu; 
former  place,  by  cutting  a  slioit  canal,  the  water  <ii' the  wlnde 
I'enobsciit  nniy  be  nuuie  available  for  manuliu.iui  m,  ;  puiposes, 
and  the  site  will  occupy  a  position  entirely  piotecled  from  floods 
and  immediately  on  the  line  of  your  road. 

At  some  future  day,  when  the  lumber  busine.-s  on  the  1\  nob- 
scot  may  become  diminished,  so  far  from  tearing  any  dechne  ol' 
prosperity  from  this  cause,  you  can  with  great  confidence,  antic- 
ipate! the  application  of  its  magnificent  water-puwi'r  to  those  oth- 
er branches  of  manufacturing,  which  to  otluM'  parts  of  New  Kng- 
land  have  been  such  prolific  sources  of  wealth. 

New  brandies  of  industry  will  be  called  into  existence  by  the 
opening  ofthis  new  channel  of  connmnncation.  and  the  resources 


^IH 


4 


« 


^1 


•28 


of  the  country  being  inoi'c  I'uWy  dcvelu|)(jtJ,  will  add  vastly  to  tiie 
other  products  and  sources  of  revenue. 

The  construction  ot' your  road,  is  hut  tlic  addition  of  aiiother 
link  to  the  great  central  chain  of  railways  lliouiih  your  State, 
which  at  no  distant  day,  will  he  coiiih  (fed  with  the  radwa)s  ol 
Now  lirunswick,  thus  making  this  series  of  roads  tiie  great  high- 
way conneeting  the  Lakj-s  and  the  St.  Lawrence  with  your  iStatc 
and  the  lower  Provinces. 

With  the  early  completion  of  tlie  W'atervillc  and  Rangor  road' 
of  which  there  can  be  no  doubt,  there  iiiiij-t  be  a  great  increase 
ot  trade  and  travel  in  this  <lirocli(Ui.  The  atldilioii  of  over  (iO 
miles  to  this  grand  trunk  line,  will,  lieytUKi  a  (piestn'ii,  give;  a 
great  impetus  to  business  throughout  this  whole  seclioii  of  thi! 
State,  and  doubtless  draw  a  large  amount  of  trivel  I'ruin  New 
Brunswick  over  this  route. 

To  the  City  of  IJar.gor,  dci'iipying  as  she  does  a  commaiHliiig 
position  at  the  head  of  tide-water,  the  coiiiiiieiicement  ol  a  line  of 
communication  which  is  eventually  to  extend  I'ar  into  the  inteiiur, 
is  a  question  of  vital  interest. 

It  is  to  the  opening  of  communication  with  the  iiihriur  that  we 
may  attribute  the  rapid  strides  which  have  been  made  in  popula- 
tion, business  and  wealtii,  by  the  principal  Atlantic  cities. 

Bangor  is  so  situated  as  to  diM'ive  great  benefits  from  an 
interior  commuiiieation,  both  Irom  the  J'^ast  and  tin;  West. 
That  your  road  will  add  to  its  business  and  wealth,  does  not 
admit  of  a  doultt. 

In  oilier  cities,  the  increased  valiu-  of  real  and  jjersonal  estate, 
mainly  attributable  to  the  introduction  of  railways,  has  been 
greater  than  the  cost  of  their  respective  works  ;  and  it  is 
reasonable  to  conclude  that  this  must  be  the  result  with  IJangor. 

Increased  value  will  be  given  to  cwvy  description  ot"  property 
along  the  line  of  your  road.  The  enlia.iccd  price  of  lumber 
in  consequence  of  its  not  being  put  into  the  water,  the  increasj'd 
lacilities  aflbrded  by  your  road  lor  its  cheap,  safe  and  expedi- 
tious conveyance  to  market  and  of  forwarding  supplies  to  the 
interior,  will  naturally  add  to  the  value  of  lumber  lands.  It 
would  not  be  anticipating  too  much  to  suppose,  that  the  con- 
struction of  your  rond  world  add  'i't  cents  per  acre  to  all  of  the 
more  valuable  of  these  lands  on  the  Penobscot. 


29 

The  extension  of  your  road  u"  tlic  Penobscot,  wliicli  will 
undouhtodly  be  made  in  the  course  of  u  few  years,  will,  wliile  it 
increases  the  wealth  and  business  of  this  section  of  the  coun'.ry, 
draw  a  larire  amount  of  trade  to  your  line,  which  now  is,  in  a 
measure,  shut  out  from  market  from  the  expense  of  transporta- 
tion, or  which  goes  to  Calais,  or  down  the  river  to  St.  John. 

Among  tiic  important  articles  of  trade  which  wi'l  then  pass 
over  your  load,  may  lie  mentioned  tliat  nf  iron  from  the 
Ivatadhin  works  and  shite  from  T.rownville.of  which  tliere  is  said 
to  1)0  almost  inexhaustihic  (luaiitilies. 

In  view  of  the  large  lociil  business  of  your  lin(\  its  position 
with  reference  to  the  country  and  trade;  of  the.  Penobscot  and  its 
tril)Utarics,  and  of  the  fact  tliat  it  is,  lieyond  iiuestion,  to  foiin 
part  of  tlie  great  line  whicli  will  eventually  reach  the  Lower 
Provinces — I  say,  in  view  of  these  consideiations  there  can  be 
no  doul)t  but  that  your  road  will,  innnediately  on  its  completion, 
prove  a  good  investment,  and  continue  to  advance  in  value,  as 
the  business  of  the  country  is  developed,  and  its  conununications 
are  extended  and  improved. 

In  conclusion,  allow   me  to  express  the  obligation  1  am  under 
to  I.   Washburn,  Jr.,  Ksq  ,  for  valuable  statistical  information, 
and  to  ?dr.  A.  P.  Robinson,  and  other  gentlemen   assisting  him, 
for  the  energetic  and  skilful  execution  of  the  survey. 
I  have  the  honor  to  be, 

(icntlemen, 
Your  obedient  servant, 

A.  C    MORTOX, 

Cit'il  Engineer. 


W^^  'W»™«ii^f|W»*"iM*lill.*l|l|lJ'.*   1        *t^M     "' 


mmm 


^^n^mm 


m 


w 

1 


,^r^t  OT  'B4.:^^ 


BiKEyyi 


PROFILE   or   INTERIOR    LINE    AT 
THOMPSONS     POINT 


OF  THE 


M   ■ 


'i 


BMCQK.  OBOVO  ft  OIBTOWH 

mi-  ijuiijo, 

i  i        ■  ■  . 

Siirvrvrd  iiiKlcr  llir  diicclion  of  A.f .  Morton. 

Sciilc     1(100    Ifft    I"  I   liii-l". 


/  //  'Bui),  ,  ,'    '<  I  '  '  I ''''   f^' 


PROriLC     Of     RIVtR     LINE    FROM      BANGOR   TO    ORONO      AND     MILFORO 


.^ 


'   i 


PROFILE 
or     UPPER      LINE      AT      ORONO 


>  GREAT  WORKS 


OLDTOWN 


"i'^i. 


fffti 


>  GREAT  WORKS 


TenAihict'l  Kiirr 


MIL/OR  D 


